Variable-speed power transmission with unidirectional clutch



Aug. 22, 1939. J MURRAY 2,170,469

VARIABLE-SPEED POWER TRANSMISSION WITH UNIDIJRECT.[ONAL CLUTCH Filed March 3, 1936 4 Sheets-Sheet l Aug. 22, 1939. H M RR Y 2,170,460

VARIABLE-SPEED POWER TRANSMISSION WITH UNIDIRECTIONAL CLUTCH Filed March 3, 1936 4 Sheets-Sheet 2 Aug 22 1939';

Filed Mafch a, 1936 4 Sheets-Sheet 3 H. J MURRAY 2,179,460

Aug. 22, 1939. J. M Y I 2,170,460

VARIABLE-SPEED POWER TRANSMISSION WITH UNIDIRECTIONAL CLUTCH Filed larch 3, 1936 4 Sheets-Sheet 4 74 I /WV/7W Patented Aug. 22, 1939 UNITED STATES PATENT OFFICE Howard J. Murray, New York, N. Y.

Application March 3,

20 Claims.

My invention relates in general to a power transmission and specifically relates to a device for automatically effecting slip-drive and positive drive relations between driving and driven members of a power transmission mechanism.

One of the objects of the present invention is to provide a simple form of power transmission mechanism to use a comparatively small percentage of the total power transmitted by the driving member to automatically control slipdrive relations of the driving and driven members of the said transmission mechanism.

A further object of the present invention is to provide an automatic change speed mechanism arranged to be automatically controlled in its operation by the speed of the driving member and the load resistance of the driven member.

An additional object of the present invention is to efiect by the use of a comparatively small dynamo-electric couple the transmission of power from a driving member to a driven member under such conditions that the speed of the driven member may be semi-automatically varied to assume a proper speed drive relation with the driving member.

A still further object of the present invention is to provide a change speed mechanism arranged to be semi-automatically operated as a co-incidental function of the normal operation of a vehicle.

A still additional object of the present invention includes the use of a unidirectional clutch to become automatically operative as the normally driven member becomes the driving member;

The present disclosure contemplates the providing of means including a dynamo-electric couple arranged to affect driving elements of a differential gear organization including a plurality of secondary differential acts so that its action may be in effect mechanically multiplied to control the individual driving action of each of the sets to collectively cause the transmission of power from the driving member to the driven member.

The present invention is a development of the disclosure included in my U. S. Patent application Serial No. 23,040 filed May 23, 1935 and entitled Automatic electric variable speed bidirectional and free-wheeling transmission.

In application No. 23,040 there is disclosed a combination of means including a stationary field producing element and an associated rotatable armature for receiving a small portion of the total power delivered by the driving member to 1936, Serial No. 66,876

thereby control all of the power transmitted from the driving member to the driven member.

It was found in actual operation of the device of the No. 23,040 application disclosure that the speed driving relations of the driving and driven members were not the same under bidirectional driving conditions. While it is possible according to the disclosure of application No. 23,040 to obtain universal speed driving relations with the normally driving member as the driving member, it is not possible to obtain these universal speed drive relations when the normally driven member becomes the driving member.

This bidirectional unbalanced driving condition is obtained in the device as disclosed in apr plication No. 23,040 because of the different conditions created when the normally driving member is driving as compared to the conditions created when the driving the action is obtained from the normally driven member.

Specifically applied to the combination shown by Figure l of the drawings of application Serial Number 23,040, it will be noted that when the normally driving member is driving, the associated rotor 20 of Fig. l of application Serial No. 23,040 is driven in the same relative direction at 20 a higher speed and universal speed driving relations may be efiected by a single progressive retardation of the said rotor by the stationary field. When the normally driven member becomes the driving member the associated rotor is rotated in a relatively opposite direction and the stationary field is not capable of retarding the rotor to a state of rest to even approximately effect universal speed drive relations.

While such a condition may be desirable where the operator of the vehicle desires a degree of free-wheeling when the normally driven member is driving during coasting periods, it is obvious that conditions may arise when the operator may desire to more effectively employ engine compression for braking purposes and also as a matter of safety.

Accordingly the present disclosure includes means for eifecting a positive speed driving relar tion between the power members when the normally driven member becomes the driving member, and in addition means are provided for employing a field producing means rotatable with one of the members so as to more effectively employ engine compression when the positive speed r means are not selectively employed.

In one modification of the present disclosure this positive drive relation is automatically efiected by a selectively controlled unidirectional clutch of the roller type, although it is obvious that any known conventional clutch may be .used without departing from the spirit oi the invention, This unidirectional clutch also acts as a safety device to be automatically set in operative position when the vehicle is moved forward to tend to rotate the normally driven member faster than the normally driving member.

According to the disclosure of application No. 23,040, a dynamo-electric couple with a stationary field producing means and an associated rotatable armature is employed to receive and absorb power from the members to create torque reactions in the secondary difierential sets.

The present disclosure also includes a dynamoelectric couple. In one embodiment the field producing means is attached to one of the power members for rotation therewith, and the associated armature is attached for rotation withone of the secondary difierential sets. In another embodiment the field producing means is stationary and the associated armature attached for rotation with one of the secondary differential sets. In either embodiment the field means and the armature may be substituted one for the other.

Thus according to the present disclosure, rotation of the associated armature through the field fiux whether stationary or rotatable results in generation of electric current with a resultant torque reaction, This torque reaction is transmitted to each of the difierential sets so that a plurality of co-operatively associated torque reactions are created with the primary torque reaction created in the dynamo-electric couple.

This primary torque reaction created in the dynamo-electric couple is thus derived from the driving member power employed to move the couple inductors through the magnetic field. This reaction is found in each of the secondary difierential sets. Thus a relatively small torque created in the dynamo-electric couple is amplified in effect by the resulting plurality of associated torque reactions created in the said difierential sets to collectively control the transmission of a relatively great amount of power from one of the members to the other member.

Because only a small part of the total power transmitted by the driving member is transformed into electric controlcurrent in the dynamo-electric couple, it follows that the size and weight of the necessary couple parts are only a fraction of the size and weight of parts required in previously known dynamo-electric power transmission devices.

Applied to power transmission-mechanisms for movable vehicles, the present disclosure device automatically and efficiently effects a pr p r speed driving relation between the driving and driven members, and automatically effects a positive driving relation when the normallydriven member becomes the driving member.

When the present application device is provided with a stationary field producing means it may be employed to automatically effect universal speed drive relations between the driving and driven members, and inaddition the strength of the produced field may be co-incidentally varied as a normal function of the operation of the vehicle to semi-automatically effect this relation with varying load resistance.

When the field producing means of the present application device is attached to one of the power members to rotate therewith, a balanced bidirectional drive" action is obtained. But direct drive relation can only be approximately obtained with either power member driving. Universal speed relations cannot be obtained with either member driving. Positive direct drive may be obtained with a rotatable field producing means by the selective control of the unidirectional clutch means.

Thus the present disclosure provides means for efiecting speed drive relations between driving and driven members of a vehicle automatically, and also as a co-incidental function 01 the normal operation of the vehicle. Means are also provided for affecting the automatically obtained relations to semi-automatically meet certain operating conditions.

It should be noted that the slip" relations between the field producing means and the associated armature are greatly affected by substituting a rotatable field means for a stationar field means.

With the field .rotating with the normally driving member the slip is decreasedby, an amount equal to the speed of the driving member, because the armature is rotating faster in the same direction as the driving member.

With the field means rotating with the. driven member, the slip is decreased by an amount equal to the speed of the driven member when the normally drivingmember is driving.

With the field means rotating with the normally driven member as a driving member, the "511? is increased by an amount equal to the speed 01' the normally driven member.

When the present device is provided with a stationary field unbalanced bidirectional speed driving relations are efiected, and universal speed.

driving relations can only be effected as the normally driving member is driving. Underspe d driving relations can only be eiiected when; the

normally driven member is driving, and the uni-1 efiect positive drive relations when the nor mally driven member becomes the driving member. Y

While the present invention is -obviously capable of uses in any location where it is desired to receive power from a driving member at variable speed, the present invention is particularly applicable to a power transmission designed for use in connection with automobile construction, and it is in this connection that the embodiments of the present invention will be described in detail.

Various other objects and advantages of the invention will be in part obvious from an tion of the accompanying drawings and in part will be more fully set forth in the following pa ticular description of mechanism embodying the present invention, and the invention also in certain new and novel features of construction and combination of parts hereinafter set torth and claimed.

In the drawings: I p

Figure 1 is a physical embodiment of my inventhe main shaft; and

'tion partly in vertical section, taken axially of Figure 2 is a transverse sectional view and elevation taken approximately upon the line 2-2 of Figure 1, looking in the direction indicated by the arrows; and

Figure 3 is a physical embodiment of my invention in vertical section showing a modification including unidirectional clutching means, taken axially of the main shaft; and

Figure 4 is a physical embodiment of my invention showing a modification including a rotating field producing means taken in vertical section and axially along the main shaft; and

Figure 5 is a diagrammatic presentation of the electrical elements together with the necessary connections; and

Figure 6 is a chart of curves representing the speed driving relations of the various elements; and.

Figure 7 is a plan view of the associated armature showing the arrangement of the inductor portions; and

Figure 8 is a schematic view of one method of associating the device with the brake pedal as commonly found on automotive vehicles; and

Figure 9 is a schematic view of one method of associating the dynamo-electric couple with the conventional fuel supply control as commonly found on automotive vehicles.

Figure 10 is a view in sectional elevation taken along the line Il8 of Figure 3 in the direction indicated by the arrows.

Figure 11 is a top view taken approximately at the line lI-Il of Figure 3.

Figure 12 is an enlarged sectional view "of the camming means of Figures 10 and 11.

In the following description and in the claims, parts will be identified by specific names for convenience of expression, but they are intended to beas generic in their application to similar parts as the art will permit.

There is shown by Figure l of the drawings a novel dynamo-electric machine and associated power transmission elements including a unidirectional clutch constituting collectively an automatic variable speed transmission mechanism with automatic unidirectional positive drive and including a pair of power shafts I and 8 disposed in axial alignment with their adjacent ends interfitted so as to provide proper space for the bearing 9.

The power shafts I and 8 are mounted for independent rotary movement respectively in suitable bearings l0 and I I positioned and supported in the transmission casings 22 and 24. While either of these power shafts I and 8 may be considered as the driving or driven member of the transmission, for the purpose of this description,

, it will be considered that the shaft 1 is the normal driving member, and is operatively connected to be driven from a source of power such as an internal combustion engine or other suitable mover (not shown).

Accordingly, shaft 8 is regarded as the normal driven member, and is operatively connected to whatever mechanism (not shown) it is desired to drive from this mover 8.

The shaft 8 is preferably made of a good quality of steel and formed with a plurality of splines or teeth l2 to operatively receive a plurality of groups of toothed planet gears |3A, l4-A,

.l--A, I8--A and I'l-A forming together with the annular gears l3-B, M-B, l,5-B, l8-B and I1B and the teeth [2 a plurality of differential gear sets all connected in speed driving relation with the driven member 8 and the driving member 1 as hereinafter described.

The planet gears l4A, |5-A, |6-A and I1-A are each supported and positioned by the bearing portions 21, 28, 28 and 38 of the annular gears I3B, ll-B, I5-B and l8-B so as to be constantly in mesh with the sun teeth l2, and to rotate therewith. Unless otherwise specified the gears of all types shown in Fig. 1 are preferably made of suitable steel, and the casings 22 and 24 are preferably made of suitable magnetic material. The bearing portions of the annular gears l3-B, l4-B, l5-B and lG-B include the shaft portions |4-C, |5C, lG-C and ITC to position and support the planet gears l4-A,' |5-A, IGA and l'|-A.

With this arrangement it is evident that each planet gear is constantly in mesh with portions of the teeth l2 and one ofthe annular gears.

In passing it should be noted that the teeth l2 forming portions of the normally driven shaft 8 are in reality sun gears to be considered as an integral member for the purpose of this description, and that each sun portion is a part of a differential gear set. It is evident that a plurality of separate sun gears could be assembled on the shaft 8.

In this event it is obvious that power may be transmitted by and between the power members I and 8 by a plurality of'power transmission paths, and that each of these paths will act as a means to transmit power in some proportion to the retardation of the rotation of the said differential sets. It is also evident that any retardation of the rotation of the annular gear l'l-B W111 be Q transmitted to the other annular gears.

A first path is common to a second path for a portion of itslength. In the same manner the second path is common to a third path for a portion of its length and so on. All the paths are associated, and any change in the status of one path will be transmitted to the other paths.

A rotor -A is formed from a flanged extension of the annular gear HB. This rotor is provided with inductor portions 38-D formed by 3 cutting away portions l 9-A of the rotor, and the annular gear II-B is shown mounted on the bronze bearing I8A at its flanged portion H. The speed of the rotor and therefore the speed of the annular gear l1- B is always a function of the speed relations of the gears of the differential sets. Any change in the speed of the rotor will cause a change in the speed relations of the power members 1 and 8. If the rotor 20-A is retarded by electrical or magnetic means it is obvious that the differential relations of the differential gear sets will be changed.

In assembly I mount the differential gear sets on the shaft 8. The shaft 1 is provided with clutch rollers 10 positioned about the peripheryof the hub extension 39 of the driving member and retained by the locking ring H. The shaft 8 may then be moved into the casing 22 until the shafts 'l and 8 are in axial alignment with their adjacent ends interfitting with the bear-l ing 9. The casing'22 is formed to include pole extensions 36A formed to receive the field producing windings 3lA and 32--A as shown by Figure 2 after which the said windings are looked in position by the insulated keys 32C. With the shaft 8 in position, the rotor 20--A will be positioned opposite the magnetic pole pieces 36- A. The end portion 24 of the casing may then be attached to the casing 22 by means of the bolts 23D. The end portion 243 has-a portion AB-A ending in a hub extension 2 lA formed with a recess to receive the bearing it and to provide a magnetic path 241-43 including pole pieces Ski-A.

With the left hand bearing lib in position, the end retaining member 25-A may be secured to the casing 22 by means of the bolts 25-4) and washers 25-42. The right hand bearing it may then be securely positioned between the portion 2 l--A and the shaft 8 by securing the right hand retainer 2tA to the casing portion 2l-A by means of the washers 26-4) and the bolts 25-C.

The casing 22 is attached to the vehicle by means of bolts (not shown) securing the bell housing portion ii of the casing 22 to the same. The field producing windings 3fl-A and 32-A are attached to a source of power by the leads ill and 62 as shown by Figure 5.

The means of Figure 1 include a stationary field producing means as windings 3l--A and 32-A shown in Figure 2. In Figure 4 there is shown a rotatable field producing means. The only difference between the means of Figure 1 and Figure 4 is the method of supporting the field producing means. The differential sets including the rotor 20 are identical. there is shown magnetic pole pieces 3$B attached to a ring shaped member 23B formed to include the portions 2lC, 2fl-B and Bit-B. The portion 2lC is mounted onthe shaft 8 and secured to the said shaft for rotation therewith when the bolt 93 is in an operative position. The portion 2iB constitutes a rotatable magnetic path, and the portions 35-43 constitute rotatable pole-pieces. The field windings are connect- -ed to a suitable ground return and to the source of power by means of the slip-ring @0, lead 79, brush 82 and binding post 8 5 and 85. The casing 22C surrounds the field producing elements igth proper spacing as indicated by the numeral An end member 23 is formed to receive and support the brush 82 and associated elements and is attached to the casing 22-0 by means of the bolts 23--D. The vertical section shown by Figure 2 applies to the means of both Figures 1 and 4 except the elements forming the magnetic flux path of Figure 1 arestationary, and the members forming the flux path of Figure 4 are rotatable.

Means for placing the roller clutches d8 of Figure 1 under selective manual control are shown in Figs. 3, 10, 11 and 12. There is shown a crank it provided with a hub H attached to a manually actuated member it by means of the set screw i'E-A. This crank 18 moves in a slot lb-A formed in an arm '75 moving axially in the opening i-C formed in the casing 22--C and ends in a shift-finger M. A shift-finger collar 13 formed with a cammed extension l3-A is mounted for axial movement on the flanged extension '3913 of the driving member 7 and arranged In Figure 4 clutch as commonly found on automotive vehicles, altho it is possible according to the present disclosure to operate a vehicleequipped with the present device without any foot clutch between the source of motive power and the transmission.

Let it be further assumed for the purpose of this description that the source of motive power connected to the normal driving member 1 will rotate the same clock-wise when viewed from the left hand end of Figure 1. The device to be driven such as an automotive vehicle is assumed to be connected to the driven shaft 8, and the field producing windings 3i-A and 32-A de-eners zed.

In this event the planet gears l3-A, t l-A, flE-A, ESA and Ill-A will rotate about their shafts l3--C, ill-C, lE-C, i6--C and l'i-C as they revolve about the stationary shaft 3 due to their driving relation with the teeth l2, and the annular gears i3-B, ii-B, l5-B, lEB and ii-B will move clock-wise or in the same direction as the rotation of the normal driving member 71.

It should be noted that there are more teeth on the annular .gears than teeth i2 on the shaft 8, and that each annular gear will be rotated clockwise about the axis of the shaft 8 at a faster rate of speed than the planet gears are moved about the shaft 3. This increase of speed of each annular gear over the speed of its associated planet gear may be designated as the axially advancing speed, and the actual increase of the last axially positioned annular gear i'lB over the speed of the driving member 1 will be determined byv the design of the secondary differential sets. It is evident that a wide range of advancing rates are possible, and that this advancing rate may be different for each set.

The differential action of the planet gears, annular gears and the sun teeth of the member 8 may be more clearly seen by reference to Figure 2 of the drawings of my prior application No. 23,040 and hereinbefore noted. Inspection will show that a small increase in the speed advancing ration of annular gear l3-B by the planet gear l3A will result in a comparatively great increase in the final speed of the last axially positioned annular gear fl'lB.

As hereinbefore stated the present disclosure is a development of the invention disclosed in my prior application Serial No. 23,040 filed May 23, 1935. The arrangement of the planet gears, annular gears and sun teeth are alike in both applications. Likewise the speed driving relations and the methods of obtaining underspeed, direct drive, free-wheeling and overspeed drive relations with stationary field producing windings when the normally driving member l is driving is completely disclosed in this prior application and shown in its drawings. It is obvious that no additional teaching will be obtained by duplicating such teaching in this disclosure.

As the present disclosure relates to the providing of a unidirectional clutch to the previous disclosure and to the means for substituting a rotatable field producing means for the stationary field producing means of application No. 23,040, this disclosure will be limited more or less to such development.

Therefore let it be assumed that the field windings have been energized and that overspeed driving relations between the driving member "I and the driven member 8 have been obtained.

Let it be further assumed that the speed of the normally driven member I is increased by the vehicle until the speeds of members I and are the same. Thus there is no slip between the rotor and the field windings and a free-wheeling status exists. I

If the motion of the vehicle now increases the speed of the normal driven member 8, it will become the driving member and automatic variable free-wheeling in effect will be obtained'by the rotor action at first and thence variable speed bidirectional drive as disclosed in the prior application.

The present disclosure provides means for automatically obtaining a positive drive relation between the power members whenever the normally driven member becomes the driving member, and in addition to automatically hold the device to a direct drive relation (with stationary field elements) as the normally driving member tends to drive the normally driven member to an overspeed relation.

Inspection of the clutch rollers ll of Figure 1 will show that they are preferably positioned between co-operating clutching surfaces of the annular gear "-3 and the driving member I.

.These clutch rollers II are provided so as to be moved into positive drive relations by these surfaces as a function of the relative movements of the members "-3 and 1. Thus as the clutching surface 12 on the inner periphery of the flanged extension of the gear I 3-13 is rotated counterclockwise as the normally driven member tends to exceed the speed of the normally driving member I, the rollers 10 will be automatically moved into clutching relation to limit the retardation of the rotor to the direct speed "slip as the normally driving member I continues to drive the driven member I.

It is obvious that the unidirectional clutch surfaces on the member 1 may be so formed as to cause the rollers II to be moved into operative clutching relation with relative movement of the members "-3 and I in either direction. According to the present disclosure the rollers may be employed to move into positive clutching position whenever the driven member is caused to tend to rotate faster than the driving member. It shouldbe noted that the operator of the vehicle has no direct control over the rollers ll except through the co-incidental operation of the vehicle.

If the operator of the vehicle does desire to obtain selective slip-drive or positive drive relations between the members, the means shown in the modification as indicated by Figures 3, l0

and 11 may be substituted. In Figure 3 there is shown a control shaft 15 suitably positioned for limited rotary motion in the bell portion of the casing 2IB and operatively attached to a control means IS-A by lever Ii-Bf connected to the conventional foot brake pedal 52 or to a manual control means on the dash (not shown).

A crank 18 is attached to the control shaft 16 by means of set screws IL-A for rotation there- 'with to reciprocate the round shiftable roller control arm 15' in the circular opening "+0 in the casing I2C.

With the shift-finger H in place in the shiftfinger slot of a shift-finger collar 13 this rockable movement of the control rod 16 will be selectively imparted to the said collar as the crank portion II is moved axially in the guide portion "-ll. A cammed extension formed as a portion IQ-A of the collar 13 is thus moved axially relative to a cammed surface of the opening ll-C formed in a rockable locking ring ll-A to selectively rock the same. Thus a roller barrier II-B attached to the rockable ring Ii-A riding in the slot ll-D formed in the member 1 for movement therewith is thus moved relative to the rollers II to selectively release them from a normally restrained inoperative position. With the clutch roller control elements 13, ll-A, IL-A, ll-B and the rollers ll arranged to'rotate normally together with the driving member I, it is evident that the camming action resulting from a relative axial movement between the surfaces of the elements ll-A and 'llA will react to effect a relative rotary movement of the looking ring Ii-A to move the barriers ll-B relative to the rollers II to release or to restrain the same.

When the device is provided with the means shown in Fig. 3 the operator of the vehicle may speed bidirectional drive relations with either stationary or rotatable field producing means.

With the barriers '|IB selectively released by the selective operation of the control rod 15, the operator of the vehicle may obtain positive drive relations whenever the normal driven member tends to become the driving member. When a stationary field producing means is employed as the rollers II are released by the barriers 'l|-B, it is obvious that the rollers will move into clutching position when the normal driving member 1 tends to rotate the driven member [into an overspeed driving relation. Thus the retardation of the rotor 2UA or -13 will be positively held to a direct "slip speed as the normal driving member I continues to drive the normal driven member I at a direct drive speed relation.

When the rollers 10 are selectively released with.a rotatable field means as the driving member I is driving the slip speed of the rotor cannot be held to a definite speed as direct drive speed relations will not be reached.

If the conventional foot brake pedal 52 is employed as a co-incidental barrier ll-B control, it is obvious that the rollers 10 will be released every time the pedal is operated. With a settable hand control the barriers ll-B could be moved to a fixed releasable position, or one form of barrier control could be substituted for the other as desired.

In Figure 5 there is shown a source of power 45, a circuit closer 55, leads H and 42, field windings 5lA and 32--A, and three field control means. These controls are arranged to be placed individually or collectively in circuit with the said field windings. The manual control includes the switch 6, resistance 55A and wiper 55. The gas throttle (fuel supply) co-incidental control includes the pedal 51, wiper l5, wiper support l5A (see Figure 9), resistance 5i, settable resistance 5IA, and settable wiper 5l-B. The brake co-incidental control means includes brake pedal 52, brake shaft 55, brake resistance 55, wiper 44, wiper support insulation 55, settable resistance 55-0 and settable resistance wiper 5l--B.

If the conventional ignition switch 55 is employed as the common switch I! the control circuit organization diagrammatically indicated by Figure 5 energized by means of the leads ll and 42 as a co-incidental function of turning on the ignition system connected to the source of power by means, of the leads 9! and (with switch 52 closed). In operation, the wiper 5lB of Figure 9 is set to obtain a proper posi- 'tion on the resistance l-A assumed to be correct for the conditions under which the vehicle to be operated is to be used. When the gas pedal is operated the wiper 45 is moved across the resistance to additionally vary the total resistance of the fuel supply control. Thus in normal driving of the vehicle only the resistance 5i would be varied, and the resistance 5IB could be changed from time to time as desired.

In the same manner the wiper 44 is moved by the brake pedal 52 to vary the resistance 50, and

the resistance Ell-C is set as desired. The variation of these resistances 50, 50-0 and 5| vary in turn the current passed through the field windings and thereby the strength of the produced field fiux as explained in my prior application Serial No. 23,040.

Thus the present disclosure provides means for automatically obtaining variable speed drive relations between driving and driven members of a vehicle, and semi-automatically obtains these said relations as a co-incidental function of the normal operation of the vehicle without any additional mental or physical efiort on the part of the operator. provides means for-varying the automatic and semi-automatic action to meet certain operating conditions of the vehicle. The present disclosure also provides means for automatically eifecting positive unidirectional drive relations between the driving and driven members.

The roller clutches 10 as shown in Figures 1 and 3 are positioned between an annular element and the driving member. It is obvious that they could be positioned between any of the annular gear elements and the driving member 7, or between any of the said annular elements and the driven member 8. The only requirement being that the rollers 10 will be operated as the normal driven member becomes the driving member. When the rollers 70 are employed as a safety device during periods when the source of motive power is inactive, the barriers 'HB will be set to release the rollers. Thus, if a parked vehicle started to roll down grade or is moved forward the rollers will automatically connect the engine to the vehicle to employ engine compression.

When the device is provided with the rotatable field as shown by Figure 4 of the present drawings the selectively controlled unidirectional clutch means of .Figure 3 and the field controls as shown by Figures 5, 8 and 9 may be employed as described for the fixed field producing means of Figure 1. However, if the rotatable field producing means is arranged to rotate with the normally driven member 8, the slip relations of the rotor 20-B of Figure 4 and the rotatable field producing. elements 32B, and associated elements will not be the same as with the stationary field producing elements of Figure 1.

A comparison of rotor-field slip with use of both stationary and rotatable field elements is diagrammatically shown by the curves of Figure 6. It is understood that all manner of speed drive relations can occur during the normal operation of an automotive vehicle, but it is believed that a simple showing of the rotor slip relations during a normal acceleration of theelements of the device to a forward driving and coasting condition of the vehicle will be sufficient for the purpose of the present disclosure.

In Figure 6, group of curves A represent the resulting speed relations of the driving member, driven member and associated rotor with a stationary field means. Group of curves B repre- In addition, the present disclosuresent the relative speeds of these members with a rotatable field means attached to the driven member 8 when driving or driven.

Group A Let it be assumed that the normal driving member I is accelerated from a state of rest at point of zero speed a to a speed represented on the line 0-0 at the point m2 of intersection by the curve 1. At the same time the associated rotor 20-A will be accelerated to a speed ml on the line c--c in the clock-wise direction as the drivin member i. Let it be assumed that the field members including the windings 3l--A and 32A are energized at the time c-c by any of the selective co-incidental control means shown in Figures 5, 8 and 9. Thus the driven member 8 will start to rotate at the point m3 as the rotor 2ii'-A is diflerentiallyretarded by the produced field, and the acceleration of the driven member will be indicated by the curve 8D. At the point 11.8 on the line of time (L-d the driving member l, driven member 8 and the rotor 20-A are moving at the same speed, and a condition of direct drive has been effected by the device.

Continued retardation of the rotor 2-A causes the driven member 8 to tend to rotate faster'than the driving member and the annular gear as i3--B of Figure 3 will in efiect reverse relative to the driving member ii. If the barriers ll--B have been selectively moved from a roller rewill be held to a direct drive speed relation beginning at the point n1 and continues along the line nl---s-l.

If the barriers ll-B are not released at the point .11! the rollers 16 will remain restrained. Continued retardation of the rotor 2@A after the time d-d now causes the driven member 8 to be rotated at a faster speed than the driving member, and maximum over-speed is effected at the point pl on the line e-e. For a given set of operating conditions this relation will continue between the lines of time e-e and ,ff as the vehicle continues to be driven forward by the driving member l.

It should be noted that the rotor 20A is decelerated to a speed 102 or less than the speed of the normally driving member I, and that a constant field-rotor slip is established for the given a set of conditions. Now let it be assumed that the vehicle has reached the start of a coasting period. The load resistance on the normally driven member 8 will start to decrease as at the point 1! of the time line f-f. With the driving member 7 continuing at constant speed the driven member 8 due to its decreasing resistance will accelerate as will the associated rotor Eli-A.

As the load resistance decreases the driven member 8 will accelerate with thefrotor 2liA terclockwise. In this event the clutch rollers 18 of Figures 1 and 3 will be moved automatically into positive clutching relation with the annular gear l3-B and the driving member 1. Thus the members I and 8 will be placed in positive direct drive relation with the member 8 driving. If the barriers 1l-B have not been released variable speed drive relations will exist between the members as hereinbefore described. If the vehicle continues to accelerate, the line 10 will of course bend upward.

If the member 8 is now employed as the normal driving member, and isattached to the source of vehicle motive power (not shown), it will be accelerated from the zero speed a along the curve 8 to the point m2 of line -0. The rotor ill-A will be accelerated at the same time counterclockwise along the line 20--A-8 to the speed of point m4 of the line 0-0. If the field windings 3|A and 82--A of Figure 1 are now energized the driven member 1 will now be accelerated clockwise as the rotor is decelerated in its counterclockwise rotation by the produced field until a balanced torque driving condition is reached at the points p5 03 M. The rotor 28-A will decelerate to a speed p4, the driven member I will attain a clock-wise speed of 113 as the driving member 8 continues to rotate at the speed shown as p5.

This relation will continue between the instance indicated by the lines e-e and f-] with the slip 1 between the stationary field elements and the rotor 28-A. If the vehicle starts to coast the speed of the driving member 8 will remain constant, the speed of the driven member will increase to approach the speed of the driving member 8, and the rotor will be decelerated to zero speed and rotated in a clock-wise direction to approach the free-wheeling speed of the member 8 at the point sl. If the speed of member 1 now is accelerated beyond the speed of the driving member 8, the annular gear I3B will reverse its speed relative to the member 1 and the unidirectional clutch rollers of Figure 1 will be automatically moved into, positive clutching relation with the gear l3-B and the member 1 and the members 8 and 1 would be placed in positive direct drive relation. It will be noted that rotor retardation cannot effect direct drive speed relations when the member 8 is the driving member because there would be no slip relations at all between the rotor 2ll-A and the stationary field elements. It should be noted that overspeed relations cannot be effected by the retardation of the rotor Ml-A vgth the member 8 as the driving member. Thus during certain coasting conditions the operation of the clutch rollers will be very desirable to more efiectively employ engine compression for braking purposes, and also as a safety device.

Group B of the curves of Figure 6 indicate the balanced bidirectional drive relations between the members I and 8 when a rotatable field producing means is employed. These curves are based on the assumption that the field producing elements are attached to the member 8 for rotation therewith, as shown by Fig. 4 of the present drawings. With the member I employed as the normal driving member and accelerated to the speed of m6 on line c--c the rotor 28-3 of Figure 4 will be accelerated clock-wise to the speed m5 asindicated on line 0-0- The field producing means will remain stationary as the driven member 8 has not been rotated. Now let the field windings 3l-B and 32-3 of Figure 4 be energized and the rotor 28B will be retarded to the speed 125 on line ee as the speed of the driven member 8 and thus the speed of the attached field means will be accelerated to the speed p! on the line e-e. In this event the slip of the rotor 28-B will be decreased by both the acceleration of the field means and the deceleration of the rotor. Thus retarding the rotor cannot bring about direct drive relations between the members I and 8 with the member 1 driving under these conditions. With a given operating condition the slip a will be maintained to the period of line f-,f. If down grade is encountered the load will be removed from the driven member 8 and it will approach the speed of the driving member I at the speed 32. The rotor 28B will be decelerated to approach the speed of the member and a condition of free wheeling will occur at the point s2.

If the vehicle continues to accelerate the driven member 8 so as to cause it to become the driving member, the rotor will start to rotate counterclockwise, and the annular gear I3-B will also start to rotate counterclockwise relative to the driving member 1. In this event the clutch rolle-rs will be moved into positive clutching relation between the gear l3-B and the member 1, and the members I and 8 will be placed in positive direct drive'relation as shown by the double line s2-s4 which will be curved upward if the vehicle continues to accelerate the driven member 8.

Now let it be assumed that the normally driven member 8 of the means of Figure 4 is employed as the normal driving member. Referring to group B of the curves of Figure 6, it will be seen the driving member 8 starts to accelerate at the point b and is at constant speed at the point m6 on the line c-c. The rotor Ml-B of Figure 4 has been accelerated counterclockwise to a speed represented by the point m8 on the line cc. Thus a slip rotor speed equal to the sum of the speeds of the rotor 20B and the driving member 8 exists. The field windings 3IB and 32-13 are energized and the driven member 1 accelerates to the speed of point p! on line e-e as the rotor decelerates to zero speed and then rotaes' in a clockwise direction. A normal constant forward driving movement is imparted to the vehicle during the interval between lines ee and f/ at which time a coasting condition is encountered. The load will be decreased on the driven member 1 to cause it to increase to approach the speed of the driving member 8 at the point .92. The rotor 20B will also be accelerated to the speed .92 at which time the driving member 8, the driven member 1 and the rotor will all be rotating at the same speed and thus free-wheeling will be eilected. If the vehicle continues to accelerate the driving member I the annular gear I3-B willreverse its movement relative to the member l and the clutch rollers 10 of Figure 1 will automatically move into clutching relation between the members I3B and l and the members 1 and 8 will be in positive drive relation.

Thus it will be seen that the application of the rotating field as shown by the means of Figure 4 results in a device providing a more or less balanced bidirectional operation. According to the curves of group B of Figure 6 the means of Figure 1 so far as the differential sets is concerned may be designed to effect about the same driving speed relations with either member I or member 8 driving.

A of Fig. 6 that an unbalanced bidirectional speed lit? lid

In actual operation of the device it was found that the roller clutches lit were employed to a greater extent with the stationary field elements than with the rotatable field elements.

The present disclosure contemplates the use of any method known or used in the art for producing a magnetic field and for passing an inductor through the said field; the only requirement being that currents are inducedin the paths '58 and 59 of Figure 7 when'the inductors 36D and the produced field are moved relative to each other. If natural magnets are employed with short-circuiteil rotors as 2il--A of Figure 1 and 2@B of Figure 4 no external control will be included as the couple are assumed as designed for the normal operation of the vehicle. With commutator armatures, the induced current may be conducted to an external circuit, and a control system would include the co-incidental elements of Figures 8 and 9.

The disclosure also contemplates that the field producing elements and the associated inductors may be arranged in any suitable combination with the power members and annular gears and with stationary means without departing from the spirit of the invention so long as relative ,inotion between the field and theinductors is provided.

"It is considered not necessary to include showings of all the known methods of arranging associated fields and inductors, as these showings are already available to those skilled in the art.

It is also within the scope of this invention to employ any known means of providing suitable Bearing surfaces for positioning and supporting of the devices illustrated and in their operation may be made by those skilled in the art without departing from the spirit of 'the invention.

' Having thus described my invention, I claim:

1. A device for causing a pair of power members forming a portion of a vehicle provided with brake and fuel control mechanisms toapproach a driving speed relation, said device including means constituting differential driving sets each in driving relation with one of the members and with adjacent sets, one set in selective driving relation with the other member, a rotatable dynamo-electric field-armature couple including two elements, one element connected to one of the sets and the other element connected to one of the members, a cam actuated 'clutch roller means positioned between said members for nor aironoo mal operation as 'a unidirectionalclutch, and a control for said couple, said control varied by the said fuel control mechanism whereby the action of the couple will be synchronously varied with the fuel supply.

2. A device for operatively associating a driving member and a driven member forming portions;

of a vehicle equipped with brake control andfuel control mechanisms, comprising differential driving sets each connected to the normal driven member and to each other, one of the saidsets connected to the driving member, a dynamo eiectric couple including a stationary field producing element and an armature element connected to another of the said sets, and a manually operated selectively controlled unidirectional clutch roller means between said members and including elements for operatively connecting same to the brake control mechanism whereby power may be selectively transmitted from the normally driven member to the normally driving member as a function of the operation of the brake control mechanism.

3. A device for operatively associating driving and driven members of an automotive vehicle equipped with fuel and brake control mechanisms in torque'controlled variable speed drive rela-' tion,' including axially positioned difierential' drive sets connected to each other, one of the sets connected to the driving member and another of the said'sets connected to the driven member, a, resistant slip-clutch member connected to one set and therethrough to all the sets, and a manually controlled unidirectional clutch roller sets, one of the said sets connected to the other member, a variable speed drive control couple including a fixed field producing element and an armature element connected to one of the sets,

a. plurality of separately positioned control means.

for controlling the drive control action of the said couple as a function of the operation of the brake and fuel control mechanism, and a unidirectional roller clutch mechanism between one of the sets and one of the members, and manual control means to cause said unidirectional clutch' to become an inactive clutch when required.

5. A variable speed-torque device for connecting a driving member with a following member in speed-torque relations according to the resistance of the following member, including differential sets arranged to provide progressively divisible power paths between said members, a variable speed-torque couple including a rotatable armature element connected to one of the members and a field producing element-connected to one of the said sets, a plurality of separately adjustable individually and coincidently actuated controls for said couple, certain of-said controlsadjusted to supply difi'erent field strengths than other controls whereby the action-of the couple will be diiferent when power is transmitted from 75 the normal driving member to the following member than when power is transmitted from the normal following member to the normal driving member, a unidirectional roller clutch mechanism positioned between said members, and manual control means to cause said unidirectional clutch to become an inactive clutch when required.

6. A dynamo-electric device for connecting driving and driven elements in variable speed driving relations, comprising differential gear sets arranged in differential speed relation and mounted for rotation with said elements about a common axis, a dynamo-electric couple including an armature connected to one of the sets and a field producing means connected to one of the elements, a plurality of separately actuated circuit closers for separately controlling the supply of current to the said field producing means, a roller clutch mechanism between said elements, and a manually actuated clutch control cooperatively associated with one of the closers for selectively causing the said clutch to normally act as an inactive clutch and as a unidirectional clutch when the normally driven member is employed as the driving member.

7. A device for affecting speed-torque drive relations between driving and driven power members of an automotive vehicle provided with braking and power supply control mechanisms, comprising differential drive sets each in driving relation with one member and with adjacent sets, one set in driving relation with the other member, a control couple including a fixed magnetic field producing element and an associated armature element connected to another set to rotate therewith, a plurality of circuit closers and associated resistances, one of said closers positioned to be operated as a function of the operation of the power supply control mechanism and the other closer positioned so as to be operated as a function of the operation of the braking control mechanism thereby to energize the said field according to the adjustment of the said resistances, a unidirectional roller clutch mechanism including clutching surfaces forming a portion of one of the members and One of the sets and manual control means to cause said unidirectional clutch to become inactive when required.

8. The combination of a pair of power members forming a portion of an automotive vehicle provided with brake control mechanism and power control mechanism, a torque controlled driving connection therebetween including diiferential driving sets each in speed driving relation with one of the members and with each contiguous set, one set in driving relation with the other member, a rotatable control couple including an armature element forming a portion of another set and a second element constituting a field producing means connected to one of the members, means including a plurality of separately variable field current controls, one of said controls including a circuit closer positioned to be operated by the operation of the power control mechanism and another of the said controls positioned to be operated by the operation of the braking mechanism, a source of 'electric current, means for connecting the said source to the said field producing means through said brake and power supply mechanism operated closer, and additional means for supplying current to the said field independently of and conjointly with either of the closers actuated by the brake and power control mechanisms.

9. A speed-torque control device for completing driving relations between normally driving and normally driven power members of a vehicle equipped with a source of electric power, comprising difierential drive sets one of which is connected to the driven member and each set connected to the driving member and to adjacent sets, rotatable driving control means including an armature element forming a portion of one of the sets and an element constituting a field producing means forming a portion of one of the members, means constituting vehicle brake and fuel control mechanism, means constituting three separate field control mechanisms for supplying current from the said source to the said field means, one or" said control mechanisms actuated with the fuel supply of the vehicle, a second of the said control mechanisms actuated with the brake control mechanism of the said vehicle, and a third field control mechanism manually actuated independently of the fuel and brake mechanisms whereby the action of the said driving control means will depend on its control by the selective actuation of the three field controls and the brake and fuel control mechanism.

10. A device for automatically and manually effecting variable speed drive relations between driving and driven power members of an automotive vehicle equipped with a source of electric power and brake and power control mechanisms, comprising differential sets each arranged in speed driving relations with one of the members and with each other, one of said sets in speed driving relation with the other member, a drive control couple including a stationary field producing element and an associated armature element constituting a portion of another set, a plurality of field control circuit closers coincidentially actuated by the said brake and power control mechanisms in the normal operation of the said vehicle whereby the speed driving relations of the said members will be eifected as a function of the normal operation of the said vehicle, a roller clutch means positioned between said members for normal oepration as an inactive clutch, and manually actuated clutch control means for causing the said roller clutch to selectively become a unidirectional clutch.

11. The combination of a driving member and a driven member forming portions of an automobile provided with a source of electric power and braking and power supply control mechanism, a differential driving connection therebetween including differential sets each in speed driving relation with one of the members and with an adjacent set, one set in driving relation with the other member, means constituting a combined automatic and manually controlled drive efiecting couple including a coincidental brake and power supply mechanism controlled field element forming a portion of one of the members and an armature element forming a portion of the said connection, said couple acting according to the combined effect of the driving resistance of one of the members and the braking and power supply controlled intensity of the field for causing the said driving relation to effect said driving connection, and a manually actuated circuit closer for varying the intensity of the said new independently of the braking or power supply control mechanism and also of the said resistance of the said member.

12. The combination of a pair of power members adapted to be automatically and manually disposed and controlled in speed driving relation according to the power transmitted, comprising speed driving sets in driving relations with one of the members and with each other, one set in driving relation with the other member for causing the said members to approach Such driving relation when automatically and manually controlled, means providing said automatic and manual control comprising a coincidentally controlled roller clutch and a dynamo-electric means including a field producing means and an associated armature connected to the said sets for causing said approach and in addition to complete and maintain said relation when efiected, a fixed control for said field, and a variable supplementing manually actuated field control including current varying elements concurrently actuated with the said roller clutch control for varying the automatic control as a function of the normal operation of the members.

13. The combination of vehicle driving and driven members, means including differential driving sets each in driving relation with one of the members and with adjacent sets, one set in driving relation with the other member, a driving control couple, said couple connected to said members to receive therefrom the power to actuate said meansconcurrently, control means actuated as a function of the normal operation of the vehicle for initiating, disconnecting and maintaining the reception of driving control power by the said couple and for varying said power reception, a roller clutch mechanism positioned between said members, and means for coincidently controlling said roller clutch with the operation of the said control means.

14. A load controlled device for effecting and affecting variable speed driving relations between a pair of power members, comprising gear sets collectively constituting adifierential member axially positioned between said members, each set connected to one of the power members and to adjacent sets, one set connected to the other power member, a dynamo-electric load control organization including a field producing portion and an associated armature portion operatively connected to said members and said .sets, means including a circuit closer for initiating the action of the load control device for effecting a driving relation, a second manually actuated control including a coincidentally actuated roller clutch and a circuit closer for selectively afiecting the effected driving relation when power is transmitted in one axial direction, and a third control for said device for affecting an efiected drive relation when the power is transmitted in an axially opposite direction.

15. A device for efiectlng and affecting variable speed drive relations between driving and driven power members of an automotive vehicle equipped with a source of electric current and braking and power supply control mechanisms, comprising difierential drive sets each in driving relation with one of the members and with adjacent sets, one set in driving relation with the other member, a drive control couple including an armature forming a portion of one of the sets and an electric field producing member connected to one of the power members, means constituting a plurality of circuit controls for selectively supplying current to the said field producing member, one of said controls including a manually actuated circuit closer, a second field control including. a variable resistance and a circuit closer actuated with the power supp y 16. The combination of a vehicle driving member and a driven member, electric drive control means including a plurality of axially positioned differential driving sets in speed driving relations with one of the members and the electric control and with each other, one set in driving relation with the other member for automatically affecting the drive control means to react on the sets to cause the said members to assume variable speed driving relations as a function of the speed of one member and the resistance of the other member, and a roller clutch means between the members for normally efiecting a positive unidirectional drive, and manually actuated vehicle brake control means for concurrently causing the said clutch to act as a unidirectional clutch when the speed of the normally driving member ex- 1 the speed of the normally driven member exceeds the speed of the normally driving member.

17. A device for automatically and manually effecting and affecting variable speed drive relations between a driving member and a driven member of a vehicle provided with braking mechanism and power supply control mechanism, comprising differential gear sets arranged for ro-- tation about a common axis so as to provide elements co-acting with each other and with the members, a dynamo-electric couple including a retardable armature element connected to the sets to automatically efiect and affect the said power drive relations when retarded, a fixed field producing means associated with the said armature, circuit control means actuated by the said braking and power mechanism to supply current to the said field means as a function of the normal operation of the vehicle, and a roller clutch between the said driving member and the driven member, said clutch including manually actuated control portions for selectively afiecting said clutch to cause same to become a unidirectional clutch as the normally driving member becomes the driven member.

18. A device for co-incidentally effecting and afiecting speed drive relations between driving and driven members of a vehicle as a function of the normal operation of the vehicle braking and power supply mechanisms, comprising differential sets each arranged in speed driving relation with the driven member and to each contiguous set, one of said sets in speed driving relation with the driving member, an automatically and concurrently controlled speed effecting and aifecting couple operatively associated with said sets and said members, a plurality of remotely and separately positioned control means for varying the speed effecting andaflecting action of the said couple, said controls separately selectively actuated with the actuation of the said brake and power control mechanisms as a function of the normal directional power operation of the vehicle, and an additional manually settable control for said couple arranged to permit the said couple to normally and automatically effect and affect the drive relations of the said couple independently of the brake and power mechanism operated couple controls.

19. The combination of a vehicle equipped with a pair of vehicle power members adapted to be disposed in an interdriving relation, said vehicle provided with a source of electric current and braking and power control devices, difierential driving sets in driving relation with one of the members and with each other, one set in driving relation with the other member, a dynamo-electric couple including a magnetic field producing portion and an associated armature portion connected to said differential driving sets, a plurality of field current controls, one of said controls including a manually settable element arranged to supply current from the said source to the said field portion to induce sufficient reaction in the said armature to cause the sets to begin to function and thereby cause said members to approach said relation, a second control actuated as a function of the operation of the power control mechanism to supply current to the said field element to cause the said sets to complete and maintain said relation as long as the manual operation of the said power mechanism continues, a third control actuated as a function of the operation of the braking control mechanism and arranged to supply current 'to the said field portion independently of the power mechanism operated couple control, and a mechanical roller clutch positioned between said members and normally providing an inactive drive between said memactuated by the brake control mechanism for causing same to become a unidirectional clutch as the normally driven member becomes the driving member.

20. A combined manually, automatically and co-incidentally controlled variable speed couple for connecting a driving member of a vehicle equipped with fuel and brake control mechanisms to a driven member in variable speed drive relation, comprising axially disposed dilrerential driving sets all connected to the driving member and to each adjacent set, said driven member connected to a first axially positioned set, a dynamoelectric couple including an armature element connected to the last axially positioned set and an associated field producing element connected to the driving member, a plurality of controls for said couple each including a variable resistance and a circuit closer, one of said controls including a manually settable closer for normal automatic operation of the couple as a function of the resistance of the driven member, another of the said controls operable as a function of the operation of the power supply of the said vehicle to cause the operation of the said couple as a function of the variable supply of power to the said vehicle and the resistance of the driven member, still another control including a roller clutch mechanism operable as a function of the operation of the braking mechanism of the said vehicle to cause the couple to act as a function of the resistance of the normally driving member when driven and the degree of the braking action during the application of the said vehicle braking devices.

HOWARD J. MURRAY. 

